Reversing-gear for traction-engines.



7 o 9 1 0w 2 P A E T N E T A P E T I M s S R om 4 H 1 5 8 m N REVBRSING GEAR FOR TRACTION ENGINES.

APPLICATION TILED 0013,1908.

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PATENTBD APR. 23, 1907.

n.-s. SMITH. I REVBRSING GEAR FOR TRACTION ENGINES.

APPLICATION mum 0012a. 1906.

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2X ha eooea UNITED STATES PATENT OFFICE.

DAVID SEIBERT SMITH, OF MERCERSBURG, PENNSYLVANIA.

Specification of Letters Patent.

Patented April 23, 1907.

Application filed October 3, 1906. Serial N0 337,251.

To all whom it may concern.-

Be it known that 1, DAVID SEIBERT Snrru,

a citizen of the United States, residing at Mercersburg, in the county of Franklin and State of Pennsylvania, have invented certain new and useful Improvements in Reversing-Gear for Traction-Engines, of which the following is a specification.

This invention aims to provide a mechanism especially designed for traction engines which will admit of the same beinginstantly reversed without producing shock or causing undue strain upon the working parts, and which will minimize the friction and reduce the wear and tear of the power transmitting devices to theismallest amount possible.

For a full description of the invention and the merits thereof and also to acquire a knowledge of the details of construction of the means for effecting the result, reference is to be had to the following description and accompan g drawings.

While t e invention may be adapted to different forms and conditions by changes in the structure and. minor details without departing from the spirit or essential features thereof, still the preferred embodiment is shown in the accompanying drawings, in which:

Figure 1 is a detail view of a reversin gearing for traction engines, automobiles and the like, showing the relation of the parts when the machine is driven forward. Fig. 2

is a view of the mechanism illustrated in Fig. 1, showing the gear thrown out of action. Fig; 3 is a view similar to Fig. 1, showing the gearing reversed. Fi 4 is a detail view of the clutch operating lever showing the cam cooperating therewith, the three positions being shown by full and dotted lines. Fig. 5 is a detail view of the clutch between the counter shaft and the gear element loosely mounted thereon and having the driving power applied thereto.

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

The drive shaft 1 may have movement imparted thereto from any type of engine in the accustomed way. The drive axle 2 may be provided with a gear 3 of any type. A countershaft 4 is arranged intermediate of the drive shaft 1 and drive axle 2 and is mounted in suitable bearings 5. A gear wheel 6 loose upon the countershaft 4, is in mesh with a pinion 7 fast to the drive shaft 1 so as to rotate with said shaft when motion is imparted thereto. A collar or sleeve 8 is fast to the counter-shaft and is provided with arms 9 which are connected at their outer ends to a rim 10. The cog rim of the gear wheel 6 projects laterally so as to overlap the rim l0 and is smooth upon its inner side and constitutes a clutch member a with which cooperate movable clutch members 12 forming parts of a clutch interposed between the countershaft and the ear wheel to cause said parts to rotate together when the gearing is in active operation either to impel the machine forward or drive the same backward. A col lar 11 is splined to the collar or sleeve 8 and the arms 12 have connection therewith and are adapted to operate through openings in the rim 10 and are finished so as to engage at their outer ends with the inner side of the laterally extended rim a of the gear wheel 6 to cause said gear wheel and the countershaft to rotate together. I

A shipper lever 13 has connection with the collar 11 to effect movement of said collar when it is required to throw the clutch into and out of engagement accordingly as it may be required to impart motion to the counter.

with thecountershaft 4, the parts are positively driven, but when the clutch is thrown out of action, any unusual or abnormal re-. sistance applied to the countershaft 4, will cause the same to remain stationary while the gear wheel 6 may continue to rotate so long as the drive shaftfl is in motion. There is a frictional engagement between the gear wheel and the countershaft to cause the latter to rotate when the clutch is thrown outof action. This frictional engagement is brought about by means of a spring 14 arranged to exert a lateral pressure upon the gear wheel 6, whereby it is forced into frictional contact with the collar or sleeve 8. The spring 14 is of the coil and expansiblc t e and is mounted upon the countershaft 4 etween the hub of the gear wheel 6 and a stop 15 applied to said countershaft. It is to be understood that the frictional contact between the gear wheel 6 and the collar 8 is suffieient' to cause rotation of the countershaft when the gearing is thrown out of action.

A double ended clutch 16 is mounted upon the countershaft 4 and is splined thereto and consists ofa collar or sleeve provided at op posite ends with teeth or clutch elements 17 and 18. Gear wheels 19 and 20 are loose upon the countershaft and are provided upon their inner faces with teeth or clutch ele-' countershaft 4 passes and which is mountedin a bearing 5. The pinion fast to the sleeve 24 is in mesh with the gear 3 and trans- Inits motion to said'gea'r either in a forward or a backward direction dependent upon Whether the clutch 16 is in engagement with the gear 19 or the gear wheel 20. A poster stub shaft 26 is rovided with an idler 27 having meshing re ation with the gear wheels 25' 19 and 20 so as to transmit motion from one to the other. The post or stub shaft 26is movable and is adapted 'to be shifted by means of a lever 28 so as 'to throw the idler 27 into or out of engagement with the teeth of the gear wheels 19 and 20. .When the gearing is moved so as to impart a forward movement'tothe machine, the lever 28 is operated to throw the idler 27 out of engagement with the gear wheels 19 and 20, thereby permit- 3 5 ting. the parts 27 and 20 to remain inactive with the result that wear thereon is obviated and a certain-percentage of power conserved.

For shifting the clutch 16, a'lever'29 is provided and issupplied at one end with a yoke o 30. having anti-friction rollers 31 at its ends. 1 A cam" 32 cooperates with the yoke 30 to effect movement of the lever 29 and is secured I to a shaft 33 conveniently positioned and 'provided with a hand wheelor other device to be conveniently grasped'to admitof rotating the shaft 33. A crank wheel 34 is fast to the shaft 33 and is connected by pitman 35 with the lever 13, hence u on turning of the shaft'33 both levers 13 an '29 aresimultaneously operated foractuation of the clutches 16 and-12.- Y 9 When the clutch 16 is moved to the position shown in Fig. 1, it is in engagement with the gear wheel 19, hence said gear wheel, its

sleeve 24 and the pinion 25, are rotated in a direction to impart forward movement to the machine. At this time the idler 27 may be and is preferably thrown out of engagement with the gear wheels wand 20. To reverse 0 the machine, the clutch 16 is moved to bring the clutch elements 18 and 22 into engagement'a'nd the idler 27 is caused to mesh with the gear wheels 19 and 20, hence movement is transmitted from the countershaft 4 5 through the clutch to the gear wheel 20 and thence through the idler 27 to the gear wheel 19 causing it to rotate'in a reverse direction to the countershaft. When the clutch is moved to an intermediate position, as infil cated in Fig. 2, the engine or machine is sta- 7o tlonary, since no positive movement is transmitted from the countershaft to either of, the gear wheels 19 or 20. At this time the frictlonal engagement of the gear wheel 6 with the ,sleeve 11 will cause the countershaft to rotate, thereby, enabling interlocking of the clutch elements or teeth when operating the clutch 16 to throw it into engagement with either of the gear wheels 19 or 20. 4

To obviate liability of'breaking the cogs 0 8c the gear wheels 19', 20 and 27, as well as to prevent release or disengagement of the idler 27 from the gear wheels 19 and 20,-the means illustrated andnow being described have been devised. A rod or bar 36 connects the lever 28 with a lever 37 having a reinforced end 39 for cooperation with a block 38 made fast to the clutch operating lever 27. When the clutch- 16 is moved to an intermediate position so as to clear theclutch elements of the gear Wheels 19 and 20., the end of the lever 37 bears against the outer sidezof the block38, and at 'this time the stub shaft 26- bearing the idlen27 is moved so as to throw said idler out of engagement with the teeth of the gear 5 wheels-19 and 20, as shown most clearly in Fig.2. When the clutch 16 is moved into clutch engagement with the gear wheel 20 and the idler 27 is moved into meshing relation with the cog teeth of the gear wheels 19 and 20, the end of the lever 37 engages under the block 38, as indicated in 3, thereby preventing movement of the idler 27 to throw it "out of engagement with the cooperating gear wheels 19 and 20. 10

The construction is such as to enable the mechanism being used in the-capacity of a powerful brake, since upon operating the le ver 13 the collar 11 may be moved to bring :the arms or clutch members 12 in frictiona 11o engagement with the inner surface of the lat erally extended rim of the gear wheel '6.

' Having thus described the invention, what is claimed as new is:

1.- In gearing of the character specified, the I 15 combination of a countershaft, gear elements 6 and 25 loose thereon, the one the recipient of power, the other disposing of the power imparted thereto, a clutch between the gear wheel 6 and the countershaft, gear 12 0 elements 19 and 20 loose upon the countershaft, the gear element 19-havingconnection with the gear element 25 an idler adapted to transmit motion from one gear element 20 .to

the other gear element 19, aclutch splined to 1 25 the countershaft and adapted to make posi tive engagement with either of the gear elements 19 or 20, and means for operating the two clutches to connect the gear element 6 and either of the gear elements .19 or 20 with 1 0 the countershaft according as the machine is to be employed in a forward or a backward direction. I

2. In"reversing gearing for traction engines and the like, the combination of a coun- 'tershaft, gear elements 6 and loose thereand 20 for transmitting motion from one to the other, a clutch 16 splined to the countershaft and ada ted to make positive engagement with eit er of the loose gear elements 19 or 20, frictional engaging meansbetween the gear element 6 and the countershaft to cause rotation of the latter when the aforesaid clutches are thrown out of operation, and operating means for the aforementioned clutches.

3. In gearing of the character specified, the combination of a countershaft, gear elefor transmitting motion from one of said gear elements to the other, a clutch 16 splined to the countershaft and adapted to make positive engagement with either of the gear elements 19 or 20, levers 29 and 1.3 for the aforesaid clutches, a yoke cooperating with the lever 29, a shaft, a cam fast to said shaft and cooperating with the yoke, and a pitman having crank connection with the shaft pro vided with the cam and connected to the lever 13.

4. In gearing of the character s ecified, the combination of a shaft, gear e ements loose thereon, a clutch splined to said shaft and adapted to cooperate with each of said gear elements to secure one or the other to the said shaft, an idler adapted to be thrown into and out of engagement with the said gear elements, a clutch operating lever, a le' ver for moving said idler, and an intermediate cooperating lock mechanism between the two members to secure the idler in either one of its two extreme positions to prevent injury to the cooperating cog teeth.

In testimony whereof I affix my signature in presence of two witnesses.

I DAVID SEIBERT SMITH. [a a] Witnesses:

W. H. SMITH, LEWIS C. TROUT. 

